1994 JAGUAR XJ6 climate control system

Climate Control Systems
Action
Simultaneously hold AUTO and RECIRC - Switch
ignition to ON
Press AUTO
Press FACE
Simultaneously press FACE and HRW
Press
RECIRC (Press FAN to skip actuator check)
Press FAN
14.11 SYSTEM SE1 F-TEST
14.11. I Interrogation Procedure via the Control Panel
Result
Display element check
Any stored fault NUMERIC code
(If ZERO appears there are
no stored codes)
Scroll through stored faults (maximum of
5)
Clear stored fault codes (may need to be repeated for each
fault)
Initiate actuator check (Actuator codes
20 through 27*)
Exit error check mode
Fault Code
0
11
12
13
14
15
21
22
0
23
14.1 1.2 Control Panel Fault Code Key
Item Description
Normal Operation No
fault codes present, wait 30 seconds for system self-
check.
Motorized In
-car Aspirator Open /short in sensor circuit. Panel fault codes are not stored
for motorized in
-car aspirator motor failure.
Ambient Temperature Sensor Open
/ short circuits.
Evaporator Temperature Sensor Open
/ short circuits.
Water Temperature Input Instrument pack output.
Heater Matrix Temperature Sensor Open
/ short circuits.
Solar Sensor Open
/ short circuits.
Compressor Lock Signal
- 12 cylin- Open /short circuits. Low gas charge, low compressor oil,
der and supercharged
6 cylinder loose belt.
engines only.
Refrigerant Pressure Switch Open /short circuits. Low gas charge*
31
32
33
34
35
36 0
I 24 1 Face Vent Demand Potentiometer. 1 Open / short circuits
LH Fresh
/ Recirc. Potentiometer
RH Fresh / Recirc. Potentiometer
cool ~i~ by-pass potentiometer
Defrost Vent Potentiometer
Centre Vent Potentiometer
Foot Vent Potentiometer Open
/short circuit
in potentiometer. feed.
w: and log further faults. Cycling the ignition two or three times
after rectification of the fault will cure this.
In certain circumstances, the motor can over-travel
43
44
I Defrost Vent Motor
I Cool Air by-pass Motor
I 41 I LH Fresh / Recirc. Motor I
Check for short / open circuits in motor drive lines. Motor flap
sticking
/ jammed.
1 42 I RH Fresh / Recirc. Motor I
1 45 I Centre Vent Motor I
46 I Foot Vent Motor
w: In ambient temperatures below Oo C, the system may log fault code 23 because the low ambient causes a tem-
porary low gas pressure. Where the ambient temperature rise above 40" C, and if the engine is close to over- heating, feed to the compressor clutch may be cut and code 23 registered.*
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Climate Control Systems
No heat
One vent failing to open
/ close
Poor airflow
14.11.3 Associated Faults
Other symptoms that may exist without storing fault codes:
Airlock in system.
Electric water
pump inoperative
Coolant flow valve stuck closed
Faulty engine coolant thermostat
Broken linkage.
Blower motors
- incorrect operation
14.11.4 Panel Communication Check
Action Result
Panel communication
with FACE, FOOT & FACE, FOOT,
SCREEN
& FOOT, DEFROST, RECIRC lines checked - State lamps will illuminate if all is OK. Unlit state lamp
means continuity fault for that specific link. See EDM
for
full check.
0
0
0
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Climate Control Systems
14.12 MANIFOLD GAUGESET
The manifold gauge set is a most important tool fortracing faults and system efficiency assessment. The relationship
to each other of HIGH and LOW pressures and their correlation to AMBIENT and EVAPORATOR temperatures must be
compared to determine system status (see Pressure /Temperature graphs in Sub
-Sections 14.14 & 14.15).
Because of the heavy reliance upon this piece of equipmentfor service diagnosis, ensure that the gauges are calibrated
regularly and the equipment is treated
with care.
3
1 Low side service hose - BLUE
5 High side hand valve - RED 2 Low side hand valve - BLUE 6 High side service hose - RED
3 Low pressure compound gauge - BLUE 7 System service hose - NEUTRAL
4 High pressure gauge - RED
COLOUR (commonly yellow)
Fig. 1 Manifold gauge set
Manifold.
The manifold is designed to control refrigerant flow. When connected into the system, pressure is registered on both
gauges at all times. During system tests both the high and low side hand valves should be closed (rotate clockwise
to seat the valves). The hand valves isolate the low and the high sides from the centre (service) hose.
0 Low side pressure Gauge.
This compound gauge, is designed to register positive and negative pressure and may be typically calibrated - Full
Scale Deflection, 0 to 10 bar (0 to 150 Ibf / in2) pressure in a clockwise direction; 0 to 1000 mbar (0 to 30 in Hg) FSD
negative pressure in a counter clockwise direction.
High Side Pressure Gauge.
This pressure gauge may betypicallycalibrated from 0 to30 bar (0 to 500 Ibf/in2) FSD in a clockwise direction. Depend-
ing on the manufacturer, this gauge may also be of the compound type.
X300 VSM Issue 1 August 1994

Climate Control Systems
14.13 SYSTEM CHECKING WITH MANIFOLD GAUGE Sm
14.13.1 Evacuating the Manifold Gauge Set
Attach the centre (service) hose to a vacuum pump and start the pump. Open fully both high anddow valves and allow
the vacuum to remove air and moisture from the manifold set for at least five minutes.
Turn the vacuum pump off and isolate it from the centre service hose but do not open the hose to atmosphere.
CAUTION: It is imperative that the vacuum pump is not subjected to a positive pressure of any degree. Therefore
the pump must be frtted with an isolation valve at the centre (service hose) connection and this valve
must be closed before the pump is switched off. This operation replaces the 'purge' procedure used on
previous systems. Observe the manufacturefs recommendation with regard to vacuum pump oil
changes.
14.13.2 Connecting the Manifold Gauge Set
CAUTION: Only use hoses with connectors which are dedicated to HFC 134A charge ports.
Attachment of the hose quick release connectors to the high and low side system ports is straightfotward, provided
that the high and low valves are closed and the system is NOT operational.
Assessment of system operating efficiency and fault classification may be achieved by using the facilities on your
Re- covery / Recharging / Recycling station, follow the manufacturers instructions implicitly and observe all safety con- siderations.
WARNING: UNDER NO CIRCUMSTANCES SHOULD THE CONNECTIONS BE MADE WITH THE SYSTEM IN
OPERATION OR THE VALVES OPEN. SHOULD THE VALVES BE OPEN AND A VACUUM PUMP OR
REFRIGERANT CONTAINER ATTACHED, AN EXPLOSION COULD OCCUR AS A RESULT OF HIGH
PRESSURE REFRIGERANT BEING FORCED BACK INTO THE VACUUM PUMP
OR CONTAINER.
14.13.3 Stabilizing the System
Accurate test gauge data will only be attained if the system temperatures and pressures are stabilized.
Ensure that equipment and hoses cannot come into contact with engine moving parts or sources of heat.
It is recommended that a free standing air mover is placed in front of the vehicle to provide air flow through the con- denser / cooling system, see illustration below.
Start the engine, allow
it to attain normal working temperature and set at fast idle (typically 1200 to 1500 rpm). Select full air conditioning performance.
With all temperatures and pressures stable, or displaying symptoms of faults; begin relevant test procedures.
Fig.
1
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Climate Control Systems
14.14 PRESSURE/ TEMPERATURE GRAPH, HIGH SIDE/AMBIENT TEMPERATURE
(To obtain Ibf / in2 from bar, multiply the figure by 14.5)
Temperature
(OC)
Fig.1 High side pressure plotted against Ambient temperature
0 Probablecauses of faults may be found by comparing actual system pressures, registered on your manifold gauge set
or recovery
/ recharge / recycle station, and the pressure to temperature relationship graph for ‘high side‘ pressures
plotted in Fig. 1. The chart in Sub-Sectionl4.16 shows the interpretation that may be made by this difference.
The ‘Normal’ condition is that which is relevant to the prevailing ambient temperature.
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Climate Control Systems
14.15
(To obtain Ibf / in2 from bar, multiply the figure by 14.5)
PRESSURE/ TEMPERATURE GRAPH, LOW SIDE/EVAPORATOR TEMPERATURE
Fig. 1 Low side pressure plotted against Evaporator temperature
Probable causes of faults may be found by comparing actual system pressures, registered on your manifold gauge set
or recovery
/ recharge / recycle station, and the pressure to temperature relationship graph for 'low side' pressures
plotted in Fig. 1. The chart in Sub-Section14.16 shows the interpretation that may be made by this difference.
The 'Normal' condition is that which is relevant to the prevailing evaporator temperature.
The system controls will prevent the evaporator temperature from falling below
OOC. The graph is typical of HFC 134A
0
0
0
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Climate Control Systems
High Side Gauge
Normal
@ 14.16 SYSTEM PRESSURE FAULT CLASSIFICATION
This table should be used in conjunction with the graphical representations of 'High side' pressure / ambient tempera- ture and 'Low side' pressure / evaporator temperature, this section.
Fault Cause
Discharge air initially cool then Moisture in system
warms up
1 Low Normal
Low
Low
Low
Low
I Low
As above As above
Discharge air slightly cool HFC
134A charge
low
Discharge air warm HFC
134A charge very low
Discharge air slightly cool or frost Expansion valve
stuck closed
build up
at expansion valve
Discharge air slightly cool, sweat
- Restriction in High side of
ing or frost
after point of restriction system
I
Low
High
High
I
Compressor noisy Defective compressor
reed valve
Discharge air warm and high side HFC
134A charge
high or
pipes hot inefficient
condenser cooling
dueto
air flow blockage or engine cooling
fans not working
Expansion valve stuck open
Discharge air warm
Sweating or frost
at evaporator
If erratic or unusual gauge movements occur, check the equipment against a known (calibrated) manifold
gauge
set. ~ ~~~
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Snecif icat ion W -I- ..........
e
0
CON TENTS
Title Page
Specification. 1995 Model Year Vehicles ................................................................... 1
EngineManagementSystem ........................................................................\
. 1
Cooling System ........................................................................\
............ 7
Fuelsystem Pump ........................................................................\
......... 7
Clutch ........................................................................\
................... 7
Manual Transmission Ratios ........................................................................\
. 1
Automatic Transmission Ratios ....................................................................... \
2
Final Drive Unit Ratios ........................................................................\
..... 2
Climate Control System ........................................................................\
..... 2
Braking System ........................................................................\
............ 3
Steering&Suspension ........................................................................\
...... 4
Electrical Equipment ........................................................................\
....... 5
Lubricants & Fluids ........................................................................\
......... 7
Vehicle Weights ........................................................................\
........... 9
Tires ........................................................................\
.................... 10
Snowchains ........................................................................\
............. 17
Bulbs ........................................................................\
................... 12
Fuses ........................................................................\
................... 14
Issue 1 August 1994 AI-95MY i X300 VSM